Sectional brake-shoe.



B. D. VYE.

SEOTIONAL BRAKE SHOE.

APPLICATION FILED NOV. 16,

Patented Jan. 14, 1913.

2 SHEETSSHEET l.

I Ill/AIIINNIIV/ll IIIJIIIIIIIII B. D. VYE. -SEGTIONAL BRAKE SHOE.

APPLIGATION FILED NOV.16, 1909.

1,050,408. Y Patented Jan. 14, 1913.

2 SHBETSSHEET 2.

ITED STATES PATENT OFFICE.

BENJAMIN DAVID VYE, OF MONCTON,

THIRTY-NINE ONE-HUNDREDTI-IS TO NEW BRUNSWICK, CANADA, ASSIGNOR OF EMPIRE STEEL LADDER COMPANY, A COR- PORA'IION OF CANADA, AND TEN ONE-HUNDBEDTI-IS TO W. S. BOWNESS, BOTH OF MONC'ION, NEW BRUNSWICK, CANADA.

SECTIONAL BRAKE-SHOE.

Specification of Letters Patent.

Patented Jan. 14,1913.

Application filed November 16, 1909. Serial No. 528,420.

To all whom it may concern:

Be it known that I, BENJAMIN DAVID VYE, a subject of the King of Great Britain, and a resident of Moncton, New Brunswick, Canada, have invented a new and useful Sectional Brake-Shoe, of which the following is a full, clear, and exact description, such as will enable others skilled in the art to which it appertains to embody the same in practice.

This invention deals with certain improvements in sectional brake shoes.

This invention has in objective the provision of a braking means capable of being used in conjunction with the brake-head or other fitting forming a part of any rollingstock equipment, so that radical changes or alterations will be unnecessary in installing this invention in railroad systems now otherwise provided with brakes.

It is furthermore within the contemplation of this invention to so devise and construct a brake-shoe (which wears more or less rapidly and irregularly) that the same can with the greatest ease be replaced; either in whole or in part; and thereby enable the operator to discard only such portions as have been unduly worn and thus effect a marked economy in this respect.

Another object of this invention is to provide a simple construction whereby the several elements may be detachably and effectively engaged to one or more adjacent elements, and also whereby the entire system of elements may be held together as a unit, while yet enabling said system to be temporarily disassociated for the purpose of replacing one or more of the elements.

A still further object is to provide a design and formation of individual elements such that the manufacture thereof may be accomplished at a minimum of expense.

Further objects and advantages will be in part set forth in the following detailed description and in part obvious from the accompanying drawings.

To effect a more thorough and complete disclosure of the characteristics of this invention, drawings of a preferred construction readily capable of material alterations have been annexed as a part of this disclosure, and in such drawings like characters of reference refer to corresponding parts throughout the several views, of which:

Figure l is a vertical median section taken through a device embodying this invention with the parts assembled in operative normal relation. Fig. 2 is a horizontal section taken through line 22 of Fig. 1, showing certain features not wholly apparent from said latter figure. Fig. 3 is a perspective view of a conventional form of head which is suspended in a suitable manner from the bodies or trucks of various types of rollingstock. The parts forming the brake-shoe proper are carried by this head. Fig. 4 is a perspective view of a body or intervening carrier adapted to be attached on the one hand to the head, and on the other hand, adapted to support the wearing or face members of the shoe. This body has for its special purpose the function of enabling the wearing faces to be readily applied to various forms of the conventional head. Fig. 5 is a perspective view of a unitof the brake-shoe proper, showing the manner in which it is related to the body or carrier. Fig. 6 is a perspective view of the intermediate unit of the wearing face of the brake-shoe showing the same detached from its companion members but in substantially the relative position it should occupy with respect to such members. Fig. 7 is a similar perspective of the top unit of the brake-shoe showing the features thereof which co-act with the locking stud, and also showing the locking stud in detached relation. Fig. 8 is a perspective view of the body in detached relation from the other members. Fig. 9 shows the head or hanger in perspective.

Continuing now by way of a more detailed description of this illustrative embodiment of this invention, turning from time to time to the drawings as indicated by the reference characters, it is to be noted that Figs. 3 to 8 inclusive considered together show the general position assumed by the various elements of the device approximately corresponding to the assembled relation.

The head A as here shown is purely conventional, and in this instance conforms to a type of head largely used at the present time in railroad practice. This head pro- Lot vides a curved taco 1 from which rearwardly extends the pair of side lugs 2 having aper tures 3 which are adapted to receive a suitable part oi the suspension and actuating mechanism customarily employed in various types of railroad. brakes. The upper portion of this head provides an. open l..- shaped slot adapted. to removably receive the shank T of a locking stud. as will be subseuuently more fully described.

The body T3 is detachably supported by the said head. and in turn detachably carries the several units of the wearing face of the brake-shoe proper. It secured to the head by m ans of an elongated channel 8 open at the top but otherwise bounded by the two side ridges 9 and the bottom ridge 10 which latter preferably overlaps as shown more clearly by Fig. 1. These three ridges, together with the upper wall 11 of the above mentioned slot, serve to securely fasten the body to the head when the locking stud is in place.

The tront face off the body provides a warped retaining recess 12 and also a warped adjacent groove 13 adapted to receive the back of that portion of the wearing face which abuts the flange of the wheel. The radius of the warping of these curved surfaces, as well ot the other corresponding surfaces. is prete'ably determined by the center of the wheel of the car. To enable the several units of the wearing face or shoe proper to be independently retained by the body, the side ridges oil. the recess 12 are preterz' blv under-cut as shown by 13 so as to form a dovetail connection with the 1 shoe units. The bottom ridge 1% of the recess 12 may or may not be under-cut, according to choice. The adjacent groove 13 is shown more clearly in crosssection by of the in'akoshoe units which contacts with the flange of the wheel, all as very clearly shown by Fig. 2.

The lower shoe unit C is removable or replaceable by first removing the other two units and the locking-lug. The rear .taee of this lower unit is provided with a broad ridge having under-cut sides and otherwise counterpart in term to the recess 12 in the body. This ridge preferably terminates a distance short of the bottom of the unit equal to the vertical width ot the wall 1%lot' the body B. The rear face of the unit as will be seen from the drawings, in general closely conforms to the complementary face ot' the body. The front face of the unit C also closely conforms to the tread and tlange oi the wheel, and is also contoured to interlock at its end with the adjacent end or the intermediate unit I and to this end, it may" provide the s at 15, extending partly across the tread-face and of such depth as will give l ig. 2 and will be of such depth as will provide ample material in the portion rose roe the over apping portion. of the adjacent unit considerable body or wearing thickness.

The intermediate shoe unit l) (of which there may be seve'al) preferably is positiened in a middle place on the body where the same will be in a direct line with the thrust: ot the bake applying mechanism. This shoe unit may also be somewhat less in length than the other sections and will provide some sort oi. interfitting connection with the units innnediately above and below it. Thus, it may have an overhanging lip 16 counterpart to the seat 15 in the lower section. C and in like manner it may provide a seat ll similar in design to that of seat 15.

The top shoe unit E has its rear face contoured like that of the other units to correspond to the trout face of the body, so as to interlock or dove-tail therewitln and the lower part of its front face is preterably fashioned to interlit with the seat 17 ot the intermediate unit. The top unit v however, is also provided with means co-acting with the locking stud. whereby all the several units may be positively retained in place.

The locking stud F is so designed and arranged that the same ettectivelv prevents the several units from becoming loose while not being necessary tor it to resist the tendency of the units to creep down along the body when the brake applied. This latter is amply taken care of by the bottom wall 14; which abuts against the lower end o'l. the bottom unit, and thus prevents the latter tron! creeping under the pressures of the other units.

The locking stud. is provided with a rather massive head. capable of wearing down flush with the body before the units will be freed. il'hile the head of this stud may be given ditlerent shapes. it is preferred that its eX- tremity 18 shall be of a rectangular cross section tapering like a pyramid to the round shank T. The upper face of the pyramid may also more sharply converge to the shank than the other faces of said pyramid, as indicated by 19, wnile the bottom tac-e may slope less sharply so to provide a stop face.

The locking stud or pin, and the various elen'ients with which it contacts, are so do signed that the stud may be placed in posi tion without its being necessary to back the shoe away from the tread oil? the wheel to any grez t extent. That is to say, when the various shoe units have been slipped down into their dove'tail connection with the body (which can be done while the wheel is quite close to said body) the shank of the stud slipped down the open channel 6 (which is in each of the upper elements) until it reaches the bottom; such operation having been performed while the head projects from the face of the upper unit. ll hen the bottom of the slot 6 is reached, the shank is moved laterally along the horizontal part 5 of said open slot, and then upwardly and rearwardly until the head has dropped into the recess in the front face of the upper unit and lies flush with the exposed face thereof. As shown by the drawings, the upper unit has a recess counterpart in shape to the head of the locking stud. The other two members, need only have an aperture A large enough to accommodate the round shank of the stud.

When the locking stud has been placed in position as above described, a cotter pin 20 is thrust through the hole 21 and secures the same against slipping out.

lVithout further elaboration, the foregoing disclosure will, in the light of current knowledge, suggest and otherwise render obvious to those skilled in the art certain modifications and adaptations of this invention, which, although perhaps calculated to seemingly differ therefrom in principles and presenting many points of dissimilarity from the annexed illustrations, from the aspect of the prior art should and therefore are intended to fall within the range of equivalency contemplated by the following claims.

I claim 1. A brake-shoe construction of the nature disclosed combining, a suitable head, a body portion adapted to be secured to said head, and a plurality of mutually interfitting brakeshoe wearing units detachably interfitting with said body-portion, each of said units being restrained against transverse movement with respect to said body-portion through an integral port-ion thereof.

2. A brake-shoe construction of the nature disclosed comprising, a suitable head, a body-portion adapted to be secured to said head and having in its front face a vertical dovetailed channel, and a plurality of mutually intertitting brake-shoe units having their rear faces adapted to be dove-tailed in said channel, and thereby restrained against transverse displacement on said body-portion.

3. A brake-shoe construction of the nature disclosed combining, a suitable head, a body-portion adapted to be secured to said head, a plurality of mutually interfitting wear units adapted to be interfitted with the face of said body-portion, and means for locking said units against separation from said body-portion, said means being located at the uppermost end portion of said bodyportion.

t. A brake-shoe construction of the nature disclosed combining, a suitable head, a one-piece body-portion adapted to be secured to said head, a plurality of brakeshoe units having a sliding dove-tailed attachment with said body-portion, and means integral with said body-portion for locking said units against displacement in a transverse direction.

5. A brake-shoe construction of the nature disclosed combining, a suitable head, a one-piece body-portion adapted to be secured to said head, and having a downwardly-extending dove-tailed channel in its front face and having an open end, a plurality of brake-shoe units interfitt-ing with said channel and thereby restrained against transverse movement, and means located respectively at the upper and lower ends of said body-portion for fixing the vertical relation of said units.

6. A brake-shoe construction of the nature disclosed combining, a suitable head, a body-portion adapted to be secured to said head and having a downwardly extending dovetailed channel in its front face, said channel being open at its upper end to permit the insertion of wear units and closed at its lower end to limit the downward displacement thereof, a plurality of wear units adapted to interfit with said channel, and means located at the upper end of said body-portion for locking said units against upward movement with respect to said bodyportion.

7. A brake-shoe construction of the na ture disclosed comprising in combination, a suitable head, a body-portion adapted to be secured to said head and having in its front face a dove tailed channel, and a plurality of brake-shoe units each adapted to be dovetailed in said channel, said units being designed to interfit one another at their points of contact.

8. A brake shoe construction of the nature disclosed comprising in combination, a suitable head, a body-portion adapted to be detachably secured to said head, a brake shoe unit having a vertical sliding clove-tail attachment with said body-portion, the latter providing an abutment limiting the slide in a downward direction, and a locking stud adapted to prevent an upward sliding movement of said brake-shoe unit with respect to said body-portion.

In testimony that I claim the foregoing as my invention, I have hereunto affixed my signature in the presence of the two subscribing witnesses, this (28) day of October, 1909.

BENJAMIN DAVID VYE.

lVitnesses ROBERT W. HEWsoN, ROBERT \V. VYE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents Washington, D. C. 

